End of car impact absorbing device

ABSTRACT

The end of car impact absorbing device includes a single acting impact absorbing cylinder piston combination positioned within a reservoir and having a piston rod projecting from the rod end of the combination to be affixed to a slidable coupler yoke which in turn is connected to a coupler. The reservoir, cylinder piston combination, piston rod, and coupler yoke are mounted within an inverted channel shaped draft sill of a low deck flat car. The reservoir and cylinder are mounted so that their combined head end in buff abuts against a pair of abutment plates secured to the inner faces of the vertical draft sill walls. The coupler yoke is slidably supported on wear pads and is adapted to abut against a pair of stop blocks carried on the inner faces of the draft sill walls to limit movement in buff. The coupler yoke projections are also adapted to abut wear pads carried on the inner faces of the draft sill walls and the inwardly projecting ends of the draft bars mounted on the outer faces of the draft sill walls in draft. A return spring assembly acts between the draft sill and the coupler yoke to restore the yoke and coupler after buff movement. If desired bolts having elastomer covered heads may be carried by the yoke projections to abut against the wear pads in normal and draft position.

United States Patent [72] Inventors Vaughn T. Hawthorne Primary Examiner-Drayton E. Hoffman Mount Prospect; Attorneys-B. Gordon Aller and Gradolph, Love, Rogers and James T. Smith, Wilmette, Ill. Van Sciver [211 App]. No. 720,015 [22] Filed Apr. 10, 1968 [45] Patented Feb. 9, 1971 Asslgnee Keystone Railway Equ'pmem Company ABSTRACT: The end of car impact absorbing device includes 81 a single acting impact absorbing cylinder-piston combination I of Delaware positioned within a reservoir and having a piston rod projecting from the rod end of the combination to be affixed to a [54] END OF CAR IMPACT ABSORBING DEVICE slidable coupler yoke which in turn isconnected to a coupler. 10 Claims "having as The reservoir, cyl nder-piston FQmb1I1 at1011, P 1 StOn rod, and coupler yoke are mounted within an inverted channel shaped U.S. draft ofa low deck flat can The reservoir and ylinder are 2 213/69 mounted so that their combined head end in buff abuts against [5 l 1 III- a of abutment plates ecured to the inner faces of the yer. 8 9/06 tical draft sill walls. The coupler yoke is slidably supported on 0' wear pads and is adapted to abut against a of stop 67, 69 carried on the inner faces of the draft sill walls to limit movement in buff. The can ler yoke ro'ections are also adapted to [56] Rdennces cued abut wear pads carries on the ii snei faces of the draft sill walls UNn-ED STATES PATENTS and the inwardly projecting ends of the draft bars mounted on 3,207,324 9/1965 Blake 213/8 the outer faces of the draft sill walls in draft. A return spring 3,217,897 11/1965 Peterson.... 213/43 assembly acts between the draft sill and the coupler yoke to 3,245,552 4/ 1966 Natschke... 213/46 restore the yoke and coupler after buff movement. If desired 3,265,222 8/1966 Goldman... 213/43 bolts having elastomer covered heads may be carried by the 3,378,149 4/1968 Powell.... 213/43 yoke projections to abut against the wear pads in normal and 3,406,835 1 1968 Cook 2 l3/8 draft position.

10 26' l .1 66 20 if 114 104 I Ii 1L r 76 712 m P t 1' 111114 1 L ,5; 1 30 In 2 65469 96 .94 11% lqi {\J j 128 94 PATENTEU FEB 91911 1 SHEET 1 BF 2 END OF CAR IMPACT ABSORBING DEVICE REFERENCE TO RELATED APPLICATION James T. Smith, Ser. No. 583,797, filed Oct. 3, I966, entitled Impact Absorbing Apparatus," now U.S. Pat. No. 3,485,385 issued Dec. 23, 1969.

SUMMARY OF THE INVENTION The invention herein is concerned with end of railway car devices and particularly with such devices having appreciable impact absorbing characteristics. I

In the past the end of car devices or draft gear, as they were commonly known, had cushioning or friction springs to accommodate the forces of the coupling impact, and these devices usually allowed a movement of up to approximately 2% inches in buff. This minimized the amount of slack that had to be taken up in starting a train. These draft gear devices did not take into consideration the possible damage to lading during making or breaking a train, and the shipper was required to load the lading with certain devices so. as to minimize damage as a result of railway car impact.

Certain types of cars are now made with sliding sills carried within the car under frames center sill. At its opposite outer ends the sliding sills carry the couplersand conventional draft gear. The sliding sill and the underframe center sill are interconnected by an impact absorbing device such as that shown and described in John A. Angold U.S. Pat. No. 3,186,562, dated June I, 1965. In railway cars thus equipped the endwise impact forces due to coupling and train operation are substantially absorbed, and the lading is protected against damage.

There are, however, at least two conditions under which it is undesirable to use such devices as those of the Angold patent. They are when it would add unduly to the cost of the railway car and when there is no space for the sliding sill. The first condition needs no explanation. The second condition presents itself in connection with low deck flat cars which are used to transport automobiles from manufacturer to dealer distribution points and on which the automobiles are carried in frames three and four vehicles high. To accommodate these vehicle carrier frames the flat car must have a low deck which does not permit the use of an underframe center sill or of a sliding sill.

Under both of these conditions it has been desired to build the impact absorbing apparatus into the end of car device or the draft gear as shown in the aforesaid James T. Smith application, Ser. No. 583,797. Certain problems have arisen in connection with combining the draft gear and the impact absorbing devices. These problems are usually recognized under draft conditions. Since impact absorption is now usually effected by way of a hydraulic unit, the cushioning which is afforded by this unit on buff is not always removed in draft. Attempts to remove the hydraulic cushioning in draft has frequently transmitted the draft forces through mechanical structures too weak to stand the strain. Hydraulic impact absorbing devices incorporate at least one restoring spring which is usually arranged end-toend with the hydraulic unit. When such unit is installed in the center of the car no problem exists, but such room is not always available for an impact absorbing end of car device. 7

These problems have been overcome in the end of car impact absorbing device of the present invention. The restoring spring assembly has been arranged parallel to the hydraulic unit and acts directly on the coupler yoke rather than through the hydraulic unit. The draft forces from the coupler are transmitted through the coupler yoke directly to the draft sill and the car frame and not through the hydraulic unit, thus providing a stronger and safer structure.

It is, therefore, a principal object of the present invention to provide a new and improved end of car impact absorbing device which overcomes the disadvantages of the prior devices and provides a more compact, safer, and stronger device.

Another object is to provide a new and improved end of car impact absorbing device wherein the return spring assembly is arranged parallel to the hydraulic unit and acts directly on the coupler yoke.

Another object is to provide a new and improved end of car impact absorbing device wherein the draft forces are transmitted from the coupler through the coupler yoke to the car frame.

Another object is to provide a new and improved end of car impact absorbing device wherein the impact absorbing unit is free of stresses and loads during normal car operation and is used to absorb forces only in buff movements.

Other objects and advantages will become apparent from the following description and the accompanying drawings.

BRIEF DESCRIPTION OF FIGURES OF DRAWINGS FIG. 1 is a plan view of the end of car impact absorbing device shown mounted in the draft sill of a low deck flat car, taken along the line 1-1 of FIG. 2, looking in the direction of the arrows;

FIG. 2 is a longitudinal sectional view taken along the line 2-2 of FIG. 1, looking in the direction of the arrows;

FIG. 3 is a median longitudinal sectional view on a slightly enlarged scale showing the coupler connection to the hydraulic cylinder and the return spring assembly, taken along the line 33 of FIG. 1, looking in the direction of the arrows;

FIG. 4 is a transverse sectional view taken along the line 4-4 of FIG. 3, looking in the direction of the arrows, showing the inwardly projecting ends of the draft bars;

FIG. 5 is a transverse sectional view taken along the line 5-5 of FIG. 3, looking in the direction of the arrows, showing the stop blocks, the draft bars, and the connection between the return spring assembly and the coupler yoke;

FIG. 6 is a transverse sectional view taken along the line 6-6 of FIG. 3, looking in the direction of the arrows, showing the mounting of the stop blocks and draft. bars; and

FIG. 7 is a transverse sectional view taken along the line 7-7 of FIG. 3, looking in the direction of the arrows, showing the mounting of the hydraulic cylinder within the reservoir and this assembly within the draft sill.

SPECIFIC DESCRIPTION The end of car impact absorbing device, indicated generally by the reference character 10, is shown mounted in draft sill 12 forming a part of frame 14 of a low deck flat car of the type used in transporting automobiles. The end of car device 10 is connected to a coupler 16, in this case a type F coupler, which has a pivotal movement from normal of 21 in draft and 15 in buff, the maximum pivotal buff position being shown in dotdash lines in FIG. I. The coupler I6 is supported in its normal engagement position by a conventional coupler carrier 18 mounted in the draft sill 12.

The draft sill 12 includes a pair of vertical sidewalls or plates 20, a top plate 22, and an inner end plate 24 which are welded together and into the frame 14 and supported by suitable cross bracing and the like. At its outer end the draft sill 12 has an open throat portion 26 which accommodates horizontal and vertical pivotal movements of the coupler. The construction is such that the draft sill 12 is rigid with the car frame 14 and any forces in draft or buff which are placed upon the draft sill are transmitted to the car and vice versa.

The end of car impact absorbing device 10 includes an impact absorbing hydraulic reservoir-cylinder-piston combination 28 which has a piston rod 30 extending from the rod end thereof to be connected to a coupler yoke 32 which is connected to the coupler 16, as will be explained more fully hereinafter.

The reservoir-cylinder-piston combination 28 is similar to that'shown and disclosed in the aforesaid copending application of James T. Smith, Ser. No. 583,797, and as best shown in FIGS. 3 and 7, includes a reservoir 34 which is square in cross section and which encloses a cylinder 36. The left end of the reservoir (FIG. 3) is closed by a high pressure head 38 which provides a seat for one end of the cylinder 36. The opposite end of the cylinder 36 is closed by a low pressure head 40 which divides the reservoir into a section surrounding the cylinder 36 and an accumulator section 42. Communication between the reservoir around the cylinder 36 and the accumulator section 42 is provided by four cutout passages 43 at the corner of the head 40. The low pressure head 49 is welded to a sleeve which in turn is welded to a head 46 which closes the right end of the reservoir 34 and the accumulator section 42 (FIG. 3). internally of the sleeve 44 is a bushing 48 and a packing assembly 50 for the purposes of guiding the piston rod 30 and preventing the leakage of hydraulic fluid respectively.

A piston 52 is affixed to the inner end of the piston rod 30 in any conventional manner, such as welding, and communication is established between the interior of the cylinder 36 and the interior of the reservoir 34 through a pattern of fluid flow restricting orifices 54. As is understood from the aforesaid James T. Smith application, as the piston 52 moves relatively leftwardly in the cylinder 36 fluid is expelled under pressure through the orifices 54, and as they are uncovered is taken in behind the moving piston. The decreasing number of orifices at he head end of the piston increases the resistance to fluid flow and enhances the impact absorption effect. The excessive amount of fluid which is expelled from the cylinder 36 and not tal en in by the orifices behind the piston is forced into the accumulator section 42 of the reservoir 34 through the cutouts 43 in the head 40 where it is accommodated by the collapse of a series of hollow rings 56 which are mounted around the sleeve 44. These rings are filled with air or other gas and are made of an oil or hydraulic fluid resistant material, such as neoprene, so as to give them long life.

To assist in restoring the piston and piston rod to the position shown in FIG. 3, an appropriate orifice and check valve assembly 58 is provided in the head 38. A similar orifice and check valve assembly 60 is provided in the low pressure head 40 which opens when the piston moves leftwardly in the cylinder. These function in a manner understood in this art.

The hydraulic reservoir-cylinder-piston combination 28 is supported within the draft sill ll2 on a pair of supporting brackets 62 which may be identical. Each support bracket comprises an inverted U-shaped strap 64 internally braced by gusset plates 66 at its comers. The legs of the bracket are bolted to the side plates of the draft sill 12.

As shown most clearly in FlGS. l and 2, a pair of abutments or abutment plates 63 are welded to the inner faces of the sidewalls 20 of the draft sill. The abutments 68 are also afiixed to the end plate 24 and have faces 69 against which the head 33 of the reservoir 34 and cylinder 36 abuts during buff movement. A series of slots 70 are cut in the side plates 20 to increase the weldment areas between the abutment plates 68 and the draft sill side plate 20. In buff, therefore, forces exerted against the piston 52 are transmitted to the cylinder 36 and head 3% and thence to the abutment plates 68, the draft sill 12, and the frame 14 of the railway car.

The construction of the coupler yoke 32 is best seen in H68. 1 to 5. It has an outer yoke portion 72 formed with a pair of vertical bearing openings 74 which receive pin 76 at the inner end of the coupler 16 to permit the pivotal movement of the coupler with respect to the yoke and the assembly of the impact absorbing device it) during turning movements of the car. Vertical movement is accommodated by means of the known coupler carrier H8.

The yoke 32 has a central opening 78 to its sides as seen in H68. 2, 3, and 5. The outer end of the piston rod 30, which projects into this opening through bore "79, is threaded at 80 to have a draft nut 82 threaded thereon. The draft nut is wired against coming loose in conventional fashion and the end of the rod is protected by a piston rod cap 8 3 against which face 85 of the yoke opening 7% contacts during buff movements. The opening 78 has a shoulder 86 around the bore '79 against which the draft nut 82 bears when the system is placed under draft as will be explained hereinafter.

in its normal position the yoke 32 and the inner end of the coupler T6 are supported upon a yoke support assembly 88 which is best seen in FIGS. 3, 4, and 5. The assembly 88 includes a pair of angle members 90 which are interconnected by a plate 92 throughout a substantial portion of their length. The angles 90 at their forward ends have outwardly bent'extensions 94 which project slightly into the throat 26 of the draft sill 12. At their forward ends the angles 90 are interconnected by a cross brace 96 and gusset plates 98 and add to the strength of the unit. The yoke support assembly 88 is secured to the sidewalls and the throat 26 by appropriate bolts 100. and at its outer end the assembly is additionally supported on blocks 102 which are welded to the inner faces of the sidewalls 20 and throat 26.

The yoke 32 slides on wear pads 104 which are secured to the upper faces of the horizontal portions of the angles 90.

The yoke support assembly 88 also includes a wear pad 106 to support the pin 76 which interconnects the coupler yoke 32 and the coupler 16. This pad is secured to the upper face of the plate 92 between the angles 90 as best seen in FIG. 4.

The angles 90 are aligned with a pair of angles 108 which are weldedto the inner faces of the draft sill sidewalls 20 and which support the yoke as it moves toward the cylinder 36 during buff movement of the impact absorbing device 10. The angles 108 are braced by appropriate gusset plates "0 and are fitted with wear pads l 12 similar to the wear pads 104.

To the inner faces of the side plates 20 and between the head 46 of the reservoir 34 and the coupler yoke 32 are welded a pair of stop blocks 114 with the plates 20 being slotted at 115 to increase the area of weldment. The distance between abutment faces 69 on the abutment plates 68 and faces 116 on the blocks 114 is slightly greater than the total length of the distance between the outer faces of the heads 38 and 46 of the reservoir-cylinder-piston combination 28, e-.g., one-eighth inch. This distance is adequate for assembly purposes and permits slight movement of the combination reservoir-cylinder-piston combination 28 on the support brackets 62. The stop blocks 114 have stop faces 118 thereon which limit the movement of the coupler yoke 32 and coupler 16 in buff in a manner which will be explained hereinafter.

As seen in FIGS. 1 and 2, the coupler yoke 32 has a pair of sidewardly extending projections or wings 120 which extend integrally from the upper portion to the lower portion of the coupler yoke. These projections are at the base of the yoke portion 72 and where the mass of metal is heaviest. One function of the projections 120 is to limit the travel in buff of the coupler yoke 32 and coupler 16 to a distance in this case of not more than about 10 inches. The rear faces of the projections 120 will strike against the faces 118 of the stop blocks 114 in order to provide this limitation on the travel of the coupler yoke 32. This occurs when the movement of the piston 52. in the cylinder 36 is almost at the head 38.

Travel of the coupler yoke 32 and coupler 16 in draft within the sill 12 is limited by a plurality of draft bars 122 which are welded to the outer faces of the draft sill sidewalls 20. The draft bars are substantial in length being in the specific apparatus shown over 30 inches long and are welded along their entire lengths to the sidewalls so as to have a substantial and permanent connection therewith. At their outer ends, the. right ends as seen in FIG. l, the draft bars 122 have inwardly projecting tips 124 which terminate alongside the yoke portion 72 of the coupler yoke 32. At their rear and inner faces the tips 124 are welded to vertical stop pads 126 which are also welded to the inner faces of the draft sill sidewalls 20. At their forward faces the sidewardly extending projections or wings 120 on the coupler yoke 32 are fitted with a plurality of stop bolts 28 each of which carries an elastomer pad 130 which abuts against the stop pad 126 of the draft bars 1122.

When the car is under draft the pulling force which is exerted through the coupler 16, pin 76, and coupler yoke 32, is transmitted to the draft sill 12 through the sideward projectioris or wings E20, the stop bolts 128, the pads B26, and the draft bars 122, thus insuring that a steady pulling force is transmitted through a solid mechanical chain to the frame 14 of the car. No stress is placed on the piston rod 30 or the hydraulic reservoir-cylinder-piston assembly 28.

The impact absorbing device is restored to the normal position which is that shown in the drawings from any extreme or intermediate buff movement position by a spring assembly 132 which underlies and is parallel to the hydraulic impact absorbing assembly, and therefore does not add to the length of the unit as is the case where the return spring is end-to-end with the piston rod or an extension thereof. The return spring assembly 132 includes a compression spring 134 supported on an elongated guide or spring tube 136. At its inner end the tube 136 is welded to a transverse support bracket 138 which is bolted to the sidewalls of the draft sill. The bracket also serves as one retainer for the spring 134. At the opposite end of the tube 136 the spring 134 bears against a retainer 40 which is welded to a sleeve 142 slidably mounted on the tube 136. An H-shaped assembly of plates forming an interconnector 144 is welded to the upper portion of the sleeve 142 and to the underside of the coupler yoke 32. During buff movements of the device the spring 134 is compressed by the coupler yoke 32, and the spring restores the device to the position shown in the drawings, or this will be done in draft as explained during the description of the operation.

The device operates as follows, assuming that the parts are in the position shown in the drawings and the car equipped with the device is connected into a train or is to be connected into a train.

An impact is received from the right, moving to the left either to couple the car equipped with this device into a train or the impact is transmitted from cars to which it is already coupled. The force of the impact is received on the coupler l6 and transmitted through the coupler pin 76 to the coupler yoke 32. This force is transmitted through the piston rod to the piston 52 moving the latter leftwardly in the cylinder 36. This motion causes the assembly of the reservoir 34 and cylinder 36 to be abutted tight against the abutment faces 69 of the abutment plates. 68 which are welded to the sidewalls 20 and end wail 24 of the draft sill 12. The force then is gradually transmitted to the frame 14 of the car through the hydraulic structure as the piston 52 moves leftwardly in the cylinder 36. This movement is resisted by the outflow of hydraulic fluid through the flow resisting orifices 54 to the reservoir. Fluid is taken into the cylinder 36 behind the piston through uncovered orifices and the opened passage and check valve 60 and is fed into the accumulator chamber 42 through the corner cutout passages 43, collapsing the accumulator rings 56. The force is gradually absorbed and the resistance to movement increases due to the fact that there are fewer of the orifices 54 ahead of the piston 52 to accommodate the movement of the piston leftwardly in the cylinder 36. At the end of the piston travel the projections 120 on the coupler yoke 32 will strike the stop faces 118 of the stop blocks 114, thus bringing the action of the end of car impact absorbing device 10 to its conclusion and any residue of the impact force will be taken up directly by the car itself. However, the largest amount of the force of the impact will have been absorbed during the 10 inches of movement permitted subsequent to the initial delivery of the impact and movement of the coupler yoke 32 leftwardly in the draft sill 12.

During the movement in buff, the coupler 16 and coupler yoke 32 through the connection 144, sleeve 142, and retainer 140, collapse the compression spring 134. This gives some effect in resisting the impact forces but ordinarily its effect is considered to be negligible.

At the conclusion of a full buff stroke of the impact absorbing device 10, the piston 52 will be substantially at the left end of the cylinder 36 as seen in FIG. 3. The sideward projections or wings 120 of the coupler yoke 32 will be against the stop faces 118 and the spring 134 will be completely compressed. lf there are no other forces acting against the unit the spring 134 will restore the unit to the position shown in the drawings, and this is done by the spring 134 pushing against the retainers 138 and 140 to move the sleeve 142, the coupler yoke 32 and coupler l6 rightwardly, thereby drawing the piston 52 rightwardly in the cylinder 36. In order to reduce the forces entailed in this operation the check valve passageway combination 58 will open to allow the relatively free flow of fluid from the reservoir 34 into the cylinder 36 at the head end of the piston. Fluid flows outwardly from the accumulator section 42 through the corner passages 43 and the accumulators 56 will expand under the normal expansion of the air or gases entrapped therein. This action will continue until the parts are restored to the position shown in the drawings.

in the event that the expansion takes place while the car is under draft condition the pulling force on the coupler 16 will be transmitted through the coupler yoke 32 and the draft nut 82 to the piston rod 30 and piston 52. This will pull the piston 52 rightwardly in the cylinder 36 and the piston and reservoir combination with the head 46 will be abutted against the end surfaces 116 of the stop blocks 114. This will transmit to the draft sill 12 the pulling forces exerted on the impact absorbing device 10 so that the forces can be transmitted as soon as possible to the frame 14 of the car. When the elements have been restored to their normal position as shown in the drawings the elastomer heads on the stop bolts 128 will abut the pads 126 and transmit the draft forces tothe draft bars 122 and the draft sill l2 and thus to the frame 14 of the car. This insures that there will be a positive physical drawing force applied to the car without the intermediary of a hydraulic unit which could have the effect of cushioning or absorbing some of the draft forces.

The return spring 134 will be restored to its normal position during this last operation, but it plays a relatively minor role in this inasmuch as the forces initially are passed through the coupler yoke 32, draft nut 82, and piston rod 30.

From the foregoing description it will be readily apparent that the objectives which were claimed for this invention at the outset of the specification are fully attained by the apparatus illustrated and described.

While but a single embodiment of this apparatus has been shown and described, it will be apparent to those having ordinary skill in this art that numerous changes and modifications may be made therein without departing from the underlying spirit of the invention.

We claim:

1. An end of car impact absorbing device for use with a railway car draft sill having spaced vertical sidewalls, the device having an impact absorbing hydraulic reservoir-cylinderpiston combination, a piston rod connected to the piston in the combination and projecting from the rod end thereof, a coupler yoke connected to the outer end of the piston rod and normally spaced from the combination, a coupler connected to the yoke, the reservoircylinder-piston combination, piston rod and coupler yoke being mounted within the draft sill with the coupler yoke slidable therein, and] a spring assembly connected to restore the coupler yoke and. coupler to normal position after a buff movement of the device, the improvement comprising:

a pair of abutments carried by the walls of the draft sill and against which the reservoir-cylinder-piston combination is abutted at the head end thereof,

sideward projections on the coupler yoke;

a pair of stop blocks carried by the walls of the draft sill on their inner faces and positioned between the rod end of the reservoir-cylinder-piston combination and said coupler yoke projections and against which said projections strike to limit the movement of the coupler yoke and coupler in buff;

a plurality of draft bars carried by the draft sill sidewalls on their outer faces and having their outer ends projecting into the sill;

vertical stop pads secured to the inner faces of the draft sill sidewalls and to said inwardly projecting ends of said plurality of draft bars and against which said sideward coupler yoke projections abut during draft and when the device is in normal position;

and the spring assemblymprises a spring tube, a fixed retainer adjacent one end of said tube, a movable retainer adjacent the opposite end of said tube, a compression spring acting between said retainers, said movable retainer being affixed to a sleeve slidable on said tube, and means securing said sleeve to the coupler yoke.

2. An end of car impact absorbing device comprising, in combination: a railway car sill having spaced sidewalls; an impact absorbing hydraulic piston and cylinder cushioning unit mounted in substantially fixed relation in said sill between said walls, said unit having a movable piston rod projecting from one end thereof; a coupler yoke operatively connected to the outer end of said piston rod and slidably supported in said sill, said yoke having projections extending integrally from pposite sides thereof toward said walls; and abutment means rigidly secured to said walls and extending inwardly therefrom to provide first, second, third, and fourth pairs of abutment faces, said first pair of abutment faces being adjacent the opposite end of said unit for transmitting buff forces from said unit to said sill during a buff stroke of said unit, said second pair of abutment faces being adjacent said one end of said unit for retaining the latter against draft forces imposed on said piston rod, said third pair of abutment faces being engageable by said projections upon conclusion of a buff stroke of said unit for transmitting residual buff forces directly to said sill, an i said fourth pair of abutment faces being engageable by said projections in response to draft forces imposed on said yoke for transmitting draft forces directly to said sill.

3. The device of claim 2 further characterized in that said abutment means includes a first pair of stop members secured to said walls at the opposite end of said unit, said first pair of stop members providing said first pair of abutment faces, and a second pair of stop members secured to said walls at said one end of said unit, said second pair of stop members providing said second and third pairs of abutment faces.

4. The device of claim 3 further characterized in that said abutment means also includes a plurality of draft bars secured to said walls and having inwardly projecting ends comprising said fourth pair of abutment faces.

5. The device of claim 4 further characterized in that stop pads are carried by the inwardly projecting ends of said draft bars and the walls of said sill for engagement by said projections.

6. The device of claim 2 further characterized by the provision of return spring means operatively coacting between said sill and said yoke for restoring the yoke to normal position after a buff impact.

7. The device of claim 6 further characterized in that said return spring means comprises an elongated guide, a fixed retainer rigidly secured to said sill at one end of said guide, a movable retainer slidably disposed on said guide at the opposite end thereof, means interconnecting said movable retainer and said yoke, and a compression spring mounted on said guide and coacting between said retainers.

8. The device of claim 7 further characterized in that said guide comprises a tube, said movable retainer is affixed to a sleeve slidable on said tube, and said sleeve is interconnected with said yoke.

9. An end of car impact absorbing device for use with a railway car draft sill having spaced vertical sidewalls, the device having an impact absorbing hydraulic reservoir-cylinderpiston combination, a piston rod connected to the piston in the combination and projecting from the rod end thereof, a coupler yoke connected to the outer end of the piston rod and normally spaced from the combination, a coupler connected to the yoke, the reservoir-cylinder-piston combination, piston rod and coupler yoke being mounted with the draft sill with the coupler yoke slidable therein, and a spring assembly connected to restore the coupler yoke and coupler to normal position after a buff movement of the device, the improvement comprising:

means on the interior of the draft sill and engageable by the reservoir-cylinder-piston combination to transmit forces in buff and draft from the combination to the draft sill; draft means comprising a plurality of draft bars carried by and secured to the outer surfaces of the draft sill sidewalls and having their outer ends projecting into the sill, and stop pads carried by said ends; and

a pair of sideward projections on the coupler yoke engageable with a part of said first named means to terminate the buff movement of the coupler yoke and coupler, said projections having stop bolts with elastomer covered heads engageable with said stop pads to transmit draft forces directly from the coupler and coupler yoke to the draft sill.

10. An end of car impact absorbing device for use with a railway car draft sill having spaced vertical sidewalls; the device having an impact absorbing hydraulic reservoircylinder-piston combination, a piston rod connected to the piston in the combination and projecting from the-rod end thereof, a coupler yoke connected to the outer end of the piston rod and normally spaced from the combination, a coupler connected to the yoke, the reservoir-cylinder-piston combination, piston rod and coupler yoke being mounted within the draft sill with the coupler yoke slidable therein, and a spring assembly connected to restore the coupler yoke and coupler to normal position after a buff movement of the device, the improvement comprising:

means on the interior of the draft sill'and engageable by the reservoir-cylinder-piston combination to transmit forces in buff and draft from the combination to the draft sill; draft means carried by the draft sill and projecting into the sill;

means on the coupler yoke engageable with a part of said first-named means to terminate the buff movement of the coupler yoke and coupler and engageable with said draft means to transmit draft forces directly from the coupler and coupler yoke to the draft sill; and

said spring assembly comprising a spring tube, a fixed retainer adjacent one end of said tube, a movable retainer adjacent the opposite end of said tube, a compression spring acting between said retainers, said movable retainer being affixed to a sleeve slidable on said tube, and means securing said sleeve to the coupler yoke.

PC4050 UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION patent N 3,561,611 Dated February 9, 1971 Inventor) Vaughn T. Hawthorne and James T. Smith It is certified that error appears in the above-identified patent and that said Letters Patent are hereby corrected as shown below:

In column 6,- line 44 (first line of Claim 1) ancel "An" and insert In an; line 48 (fifth line of Claim 1) cancel "from the rod end thereof" and insert therefrom.

In column 8; line 2 (first line of Claim 9) cancel "An" and insert In an-,- line 6 (fifth line of Claim 9) cancel "from the rod end thereof" and insert -therefrom; line 29 (first line of Claim 10) cancel "An" and insert -In an; lines 33 and 34 (fifth and sixth lines of Claim 10) cancel "from the rod end thereof" and insert therefrom.

Signed and sealed this 29th day of June 1971.

(SEAL) Attest:

EDWARD M.FLETCHER,JR.

WILLIAM E. SCHUYLER, JR Attesting Officer Commissioner of Patm ts 

1. An end of car impact absorbing device for use with a railway car draft sill having spaced vertical sidewalls, the device having an impact absorbing hydraulic reservoir-cylinder-piston combination, a piston rod connected to the piston in the combination and projecting from the rod end thereof, a coupler yoke connected to the outer end of the piston rod and normally spaced from the combination, a coupler connected to the yoke, the reservoir-cylinder-piston combination, piston rod and coupler yoke being mounted within the draft sill with the coupler yoke slidable therein, and a spring assembly connected to restore the coupler yoke and coupler to normal position after a buff movement of the device, the improvement comprising: a pair of abutments carried by the walls of the draft sill and against which the reservoir-cylinder-piston combination is abutted at the head end thereof, sideward projections on the coupler yoke; a pair of stop blocks carried by the walls of the draft sill on their inner faces and positioned between the rod end of the reservoir-cylinder-piston combination and said coupler yoke projections and against which said projections strike to limit the movement of the coupler yoke and coupler in buff; a plurality of draft bars carried by the draft sill sidewalls on their outer faces and having their outer ends projecting into the sill; vertical stop pads secured to the inner faces of the draft sill sidewalls and to said inwardly projecting ends of said plurality of draft bars and against which said sideward coupler yoke projections abut during draft and when the device is in normal position; and the spring assembly comprises a spring tube, a fixed retainer adjacent one end of said tube, a movable retainer adjacent the opposite end of said tube, a compression spring acting between said retainers, said movable retainer being affixed to a sleeve slidable on said tube, and means securing said sleeve to the coupler yoke.
 2. An end of car impact absorbing device comprising, in combination: a railway car sill having spaced sidewalls; an impact absorbing hydraulic piston and cylinder cushioning unit mounted in substantially fixed relation in said sill between said walls, said unit having a movable piston rod projecting From one end thereof; a coupler yoke operatively connected to the outer end of said piston rod and slidably supported in said sill, said yoke having projections extending integrally from opposite sides thereof toward said walls; and abutment means rigidly secured to said walls and extending inwardly therefrom to provide first, second, third, and fourth pairs of abutment faces, said first pair of abutment faces being adjacent the opposite end of said unit for transmitting buff forces from said unit to said sill during a buff stroke of said unit, said second pair of abutment faces being adjacent said one end of said unit for retaining the latter against draft forces imposed on said piston rod, said third pair of abutment faces being engageable by said projections upon conclusion of a buff stroke of said unit for transmitting residual buff forces directly to said sill, and said fourth pair of abutment faces being engageable by said projections in response to draft forces imposed on said yoke for transmitting draft forces directly to said sill.
 3. The device of claim 2 further characterized in that said abutment means includes a first pair of stop members secured to said walls at the opposite end of said unit, said first pair of stop members providing said first pair of abutment faces, and a second pair of stop members secured to said walls at said one end of said unit, said second pair of stop members providing said second and third pairs of abutment faces.
 4. The device of claim 3 further characterized in that said abutment means also includes a plurality of draft bars secured to said walls and having inwardly projecting ends comprising said fourth pair of abutment faces.
 5. The device of claim 4 further characterized in that stop pads are carried by the inwardly projecting ends of said draft bars and the walls of said sill for engagement by said projections.
 6. The device of claim 2 further characterized by the provision of return spring means operatively coacting between said sill and said yoke for restoring the yoke to normal position after a buff impact.
 7. The device of claim 6 further characterized in that said return spring means comprises an elongated guide, a fixed retainer rigidly secured to said sill at one end of said guide, a movable retainer slidably disposed on said guide at the opposite end thereof, means interconnecting said movable retainer and said yoke, and a compression spring mounted on said guide and coacting between said retainers.
 8. The device of claim 7 further characterized in that said guide comprises a tube, said movable retainer is affixed to a sleeve slidable on said tube, and said sleeve is interconnected with said yoke.
 9. An end of car impact absorbing device for use with a railway car draft sill having spaced vertical sidewalls, the device having an impact absorbing hydraulic reservoir-cylinder-piston combination, a piston rod connected to the piston in the combination and projecting from the rod end thereof, a coupler yoke connected to the outer end of the piston rod and normally spaced from the combination, a coupler connected to the yoke, the reservoir-cylinder-piston combination, piston rod and coupler yoke being mounted with the draft sill with the coupler yoke slidable therein, and a spring assembly connected to restore the coupler yoke and coupler to normal position after a buff movement of the device, the improvement comprising: means on the interior of the draft sill and engageable by the reservoir-cylinder-piston combination to transmit forces in buff and draft from the combination to the draft sill; draft means comprising a plurality of draft bars carried by and secured to the outer surfaces of the draft sill sidewalls and having their outer ends projecting into the sill, and stop pads carried by said ends; and a pair of sideward projections on the coupler yoke engageable with a part of said first named means to terminate the buff movement of the coupler yoke and coupler, said projections having stop bolts with elastomer covered heads engageable with said stop pads to transmit draft forces directly from the coupler and coupler yoke to the draft sill.
 10. An end of car impact absorbing device for use with a railway car draft sill having spaced vertical sidewalls, the device having an impact absorbing hydraulic reservoir-cylinder-piston combination, a piston rod connected to the piston in the combination and projecting from the rod end thereof, a coupler yoke connected to the outer end of the piston rod and normally spaced from the combination, a coupler connected to the yoke, the reservoir-cylinder-piston combination, piston rod and coupler yoke being mounted within the draft sill with the coupler yoke slidable therein, and a spring assembly connected to restore the coupler yoke and coupler to normal position after a buff movement of the device, the improvement comprising: means on the interior of the draft sill and engageable by the reservoir-cylinder-piston combination to transmit forces in buff and draft from the combination to the draft sill; draft means carried by the draft sill and projecting into the sill; means on the coupler yoke engageable with a part of said first-named means to terminate the buff movement of the coupler yoke and coupler and engageable with said draft means to transmit draft forces directly from the coupler and coupler yoke to the draft sill; and said spring assembly comprising a spring tube, a fixed retainer adjacent one end of said tube, a movable retainer adjacent the opposite end of said tube, a compression spring acting between said retainers, said movable retainer being affixed to a sleeve slidable on said tube, and means securing said sleeve to the coupler yoke. 